Decision 1769/QD-TTg 2021 master plan on railway network development in 2021-2030 with a vision to 2050

DECISION

Approving the Master Plan on the railway network for the 2021-2030 period, with a vision toward 2050^[1]

THE PRIME MINISTER

Pursuant to the June 19, 2015 Law on Organization of the Government, and the November 22, 2019 Law Amending and Supplementing a Number of Articles of the Law on Organization of the Government and the Law on Organization of Local Administration;

Pursuant to the November 24, 2017 Planning Law;

Pursuant to the November 20, 2018 Law Amending and Supplementing a Number of Articles of 37 Laws Concerning Planning;

Pursuant to the June 16, 2017 Law on Railway;

Pursuant to the National Assembly Standing Committee’s Resolution No. 751/2019/UBTVQH14 of August 16, 2019, on interpretation of a number of articles of the Planning Law;

Pursuant to the Government’s Decree No. 37/2019/ND-CP of May 7, 2019, detailing the implementation of a number of articles of the Planning Law;

Pursuant to the Prime Minister’s Decision No. 82/QD-TTg of January 14, 2020, approving the task of formulation of the master plan on the railway network for the 2021-2030 period, with a vision toward 2050;

At the proposal of the Minister of Transport in Report No. 6810/TTr-BGTVT of July 13, 2021, Report No. 10618/TTr-BGTVT of October 10, 2021, and Appraisal Report No. 69/BC-HDTDQH of July 13, 2021, of the Appraisal Council for the Master Plan on the Railway Network for the 2021-2030 period, with a vision toward 2050,

DECIDES:

Article 1. To approve the Master Plan on the railway network for the 2021-2030 period, with a vision toward 2050 (below referred to as the Master Plan), with the following principal contents:

I. VIEWPOINTS AND OBJECTIVES

1. Viewpoints

- Railway is a specialized sector that plays an important role in the transport infrastructure system and is regarded as one of the three strategic breakthroughs that need prioritized investment for socio-economic development associated with assurance of national defense and security, adaptation to climate change, and sustainable development.

- To develop railway infrastructure facilities in a selective and focused manner with breakthroughs in the main transport routes with large transport needs; to promote advantages of mass and medium- and long-distance freight and passenger transportation; to concentrate on bringing into the fullest play the capacity of the existing railway network and building a number of synchronous and modern railway routes to connect gateway seaports and major economic hubs.   

- To step by step diversify resources for investment in railway infrastructure, industry and transport development; to focus state resources for investment in infrastructure facilities of railway routes; to mobilize local resources and attract more economic sectors to invest in railway infrastructure, equipment, vehicles and commercial operation.

- To build the foundation for development of the railway industry toward modernity and compatibility with other industries; to step by step ensure autonomy in maintenance and manufacturing of various types of railway materials and equipment; to encourage and support domestic enterprises for the latter to take the initiative in entering into joint ventures and transferring technologies for development of the railway industry; to ensure development harmony between infrastructure facilities and the railway industry and between domestic scientific and technological level and domestic human resources.

- To apply modern sciences and technologies, particularly achievements of the Fourth Industrial Revolution, in building, management and operation of railway infrastructure facilities in order to mitigate environmental pollution and conserve energy; to efficiently use natural resources.

2. Objectives

a/ Objectives by 2030

To renovate and upgrade existing railway routes for more efficient operation and uninterrupted connection with international railway routes; to complete investment preparations and arrangement of resources for commencement of construction of a number of new railway routes, with priority given to the North-South high-speed railway and railway routes connecting international gateway seaports, international airports and railway hubs in major cities; and study the building of the Ho Chi Minh City-Can Tho railway, with the following specific targets:

- Regarding transportation: The volume of freight transported by railway will reach 11.8 million tons, making a market share of around 0.27% ; the number of passengers transported by railway will reach 460 million, making a market share of around 4.4% (in which the national railway system will transport 21.5 million passengers, making a market share of around 1.87%); the volume of freight traffic by railway will reach 7.35 billion tons.km, making  market share of around 1.38%; the number of passenger traffic by railway will reach 13.8 billion passengers.km, making a market share of 3.55% (in which the national railway system will transport 8.54 billion passengers.km, making a market share of around 2.22%).

- Regarding infrastructure: To upgrade and renovate 7 existing railway routes in order to ensure train operation safety; to invest in building two priority sections of the North-South high-speed railway (Hanoi-Vinh and Nha Trang-Ho Chi Minh City); to prioritize the building of a number of railway routes connecting international gateway seaports, particularly those in Hai Phong and Ba Ria-Vung Tau; to ensure connecting Ho Chi Minh City to Can Tho, and connecting with international railway routes in China, Laos and Cambodia in accordance with international transport agreements and railway investment progress of the regional countries. 

b/ Vision toward 2050

To complete the North-South high-speed railway; to continue investing in and completely build new railway routes running through hubs in Hanoi and Ho Chi Minh City, railway routes connecting seaports, industrial parks, economic zones and the Central Highlands provinces, coastal railway routes and railway routes connected to international railway routes; to maintain, renovate and upgrade existing railway routes to meet passenger and cargo transport demands.   

II. PLANNING OF THE RAILWAY NETWORK

1. The national railway network by 2030

a/ The existing railway routes include 7 routes with the total length of around 2,440 km:

- The Hanoi-Ho Chi Minh City railway from Hanoi station to Saigon station: the single-track railway of a gauge of 1,000 mm and total length of 1,726 km.

- The Hanoi-Lao Cai railway from Yen Vien station to Lao Cai station: the single-track railway of a gauge of 1,000 mm and total length of 296 km. To build a single-track connection section between Lao Cai station and the northern Hekou station (China) of a dual gauge of 1,000 mm and 1,435 mm and total length of around 4.8 km.

- The Hanoi-Hai Phong railway from Gia Lam station to Hai Phong station: the single-track railway of a gauge of 1,000 mm and total length of 102 km.

- The Hanoi-Thai Nguyen railway from Dong Anh station to Quan Trieu station: the single-track railway of a dual gauge of 1,000 mm and 1,435 mm and total length of 55 km.

- The Hanoi-Lang Son railway from Hanoi station to Dong Dang station: the single-track railway of a dual gauge of 1,000 mm and 1,435 mm and total length of 167 km.

- The Kep-Chi Linh railway from Kep station to Chi Linh station: the single-track railway of a gauge of 1,435 mm and total length of 38 km.

- The Kep-Luu Xa railway from Kep station to Luu Xa station: the single-track railway of a gauge of 1,435 mm and total length of 56 km.

- To continue to maintain and efficiently operate existing spur railways, such as: Bac Hong-Van Dien, Pho Lu-Xuan Giao, Mai Pha-Na Duong, Dieu Tri-Quy Nhon, Binh Thuan-Phan Thiet, etc.

b/ To plan 9 new railway routes with a total length of 2,362 km:

- The North-South high-speed railway from Ngoc Hoi station to Thu Thiem station: the double-track railway of a gauge of 1,435mm and total length of around 1,545 km.

- The Yen Vien-Pha Lai-Ha Long-Cai Lan railway from northern Yen Vien station to Cai Lan station: the single-track railway of a dual gauge of 1,000 mm and 1,435 mm and total length of 129 km.

- The ring railway route in the east of Hanoi from Ngoc Hoi-Lac Dao-Bac Hong: the double-track railway of a dual gauge of 1,000 mm and 1,435 mm and total length of around 59 km. The Ngoc Hoi-Yen Vien and Gia Lam-Lac Dao sections will be built into urban railways in conformity with the roadmap for building Hanoi urban railway No.1 and the eastern ring railway.

- The Hanoi-Hai Phong railway (a section of the Lao Cai-Hanoi-Hai Phong railway) running in parallel with the Hanoi-Hai Phong expressway (to the southern Hai Phong station) connecting Hai Phong international gateway seaport with Dinh Vu, southern Do Son and Lach Huyen ports: the double-track railway of a gauge of 1,435 mm and total length of around 102 km.

- The Vung Ang-Tan Ap-Mu Gia railway from Vung Ang port to the Vietnam-Laos border (Mu Gia mountain pass): the single-track railway of a gauge of 1,435 mm and total length of around 103 km.

- The Bien Hoa-Vung Tau railway from Trang Bom station to Vung Tau station: the railway of a gauge of 1,435 mm and total length of around 84 km, in which the Bien Hoa-Thi Vai section will be a double-track railway and the Thi Vai-Vung Tau section will be a single-track railway.

- The Ho Chi Minh City-Can Tho railway from An Binh station to Cai Rang station: the double-track railway of a gauge of 1,435 mm and total length of around 174 km.

- The Ho Chi Minh City-Loc Ninh railway from Di An station to the railway connecting point on the Vietnam-Cambodia border (Hoa Lu border gate): the railway of a gauge of 1,435 mm and total length of around 128 km, in which the Di An-Chon Thanh section will be a double-track railway and the Chon Thanh-Loc Ninh section will be a single-track railway.

- The Thu Thiem-Long Thanh railway from Thu Thiem station to the Long Thanh international airport’s station for passengers only: the double-track railway of a gauge of 1,435 mm and total length of around 38km.

2. The national railway network by 2050

The planned national railway network will consist of 25 railway routes with a total length of 6,354 km, specifically as follows:

a/ Existing railway routes

To basically maintain the existing railway routes; to step by step invest in, upgrade and modernize them to meet local cargo and passenger transport demands; to complete railway connections at hubs; to maintain spur railways connecting seaports; to continue renovating and expanding railway stations connected with special-use and urban railways.

b/ New railway routes

- To complete railway routes on strategic corridors: the remaining sections of the North-South high-speed railway, Lao Cai-Hanoi-Hai Phong, Vung Ang-Tan Ap-Mu Gia, Bien Hoa-Vung Tau, Ho Chi Minh City-Loc Ninh, Ho Chi Minh City-Can Tho, and Hanoi-Dong Dang railways.

- To step by step build intra-regional and inter-regional railway routes to meet demands in each period: Nam Dinh-Thai Binh-Hai Phong-Quang Ninh (including also southern Hai Phong-Ha Long section) and Ha Long-Mong Cai coastal railways, Thai Nguyen-Tuyen Quang-Yen Bai, My Thuy-Dong Ha-Lao Bao (connecting with Laos), Ho Chi Minh City-Tay Ninh railways and those connecting the Central Highlands provinces (Da Nang-Kon Tum-Gia Lai-Dak Lak-Dak Nong-Binh Phuoc (Chon Thanh district)); to rebuild Thap Cham-Da Lat railway for tourism; to complete railway routes crossing hubs.

3. International connections

Vietnam’s railway network will be connected to the Trans-Asian railway and Eurasian railway systems via China’s railway routes through Huu Nghi and Lao Cai border gates; and connected to the ASEAN railway system via Laos’ railway system (through Mu Gia and Lao Bao border gates) and Cambodia’s railway system (through Loc Ninh border gate), specifically as follows:

- The two existing routes of Hanoi-Dong Dang and Hanoi-Lao Cai for connection with China’s railway system.

- The two railway routes of Vung Ang-Tan Ap-Mu Gia and My Thuy-Dong Ha-Lao Bao for connection with Laos’ railway system.

- The railway route of Ho Chi Minh City-Di An-Loc Ninh for connection with Cambodia’s railway system.

4. Railway connections in major cities and transport hubs

a/ Hub railways in Hanoi

- The national railway routes running through Hanoi along the eastern ring routes connecting Ngoc Hoi-Lac Dao-Bac Hong-Thach Loi and the western ring routes connecting Ngoc Hoi-Thach Loi (bypassing the Hanoi city center); the Ngoc Hoi-Yen Vien and Gia Lam-Lac Dao sections will be built into urban railways after the eastern ring railway route is put into operation. The Hanoi municipal People’s Committee shall assume the prime responsibility for studying and building the urban railway route No.1 from Yen Vien to Ngoc Hoi.

- Hub stations connecting the national railway and urban railway systems in Hanoi include: Ngoc Hoi, Lac Dao, Yen Vien, and Bac Hong, in which the Ngoc Hoi station complex will be the starting point of the Hanoi-Ho Chi Minh City national railway with the function of a train-forming station of the national railway and urban railway systems and the departure zone of the urban railways.

b/ Hub railways in Ho Chi Minh City

- The national railway routes running through Ho Chi Minh City include the existing Hanoi-Ho Chi Minh City railway (with the ending point at the Saigon station), the North-South high-speed railway (with the ending point at Thu Thiem station), Bien Hoa-Vung Tau railway (with the starting point at Trang Bom station), and the Ho Chi Minh City- Can Tho and Ho Chi Minh City-Tay Ninh railways connected with the Hanoi-Ho Chi Minh city railway via the An Binh-Tan Kien section. The Binh Trieu-Saigon (Hoa Hung) section will be built into an urban railway following the completion of the North-South high-speed railway; and Thu Thiem station will be connected with Tan Son Nhat airport with an urban railway.

- Cargo hub stations will be Trang Bom, An Binh and Tan Kien stations; passenger hub stations will be Thu Thiem, Binh Trieu and Tan Kien stations.

c/ Railways of international gateway seaports

- A Hanoi-Hai Phong new railway route (a section of the Lao Cai-Hanoi-Hai Phong railway) will run in parallel with the Hanoi-Hai Phong expressway (to the southern Hai Phong station) and connect the Hai Phong international gateway seaport with Dinh Vu, southern Do Son and Lach Huyen port zones: A double-track railway of a gauge of 1,435 mm and total length of around 102 km. To study and build new sections of the Nam Dinh-Thai Binh-Hai Phong-Quang Ninh coastal railway with a total length of around 101 km, in which the southern Hai Phong-Ha Long section will be around 37 km long.

- The Bien Hoa-Vung Tau railway route will run in parallel with the Bien Hoa-Vung Tau expressway connected with Cai Mep-Thi Vai port: A railway of gauge of 1,435 mm and total length of around 84 km, in which the Bien Hoa-Thi Vai section will be a double-track railway and the Thi Vai-Vung Tau section will be a single-track railway.

d/ Railways in Da Nang, Quy Nhon and Nha Trang cities

- In Da Nang city: The Da Nang station will be relocated from the city center to the west of the station, and the existing railway will be renovated to run along to the east of the expressway and within the same corridor with the high-speed railway; and a cargo station in Kim Lien area will be built to connect to Lien Chieu port. 

- In Binh Dinh province: The existing Dieu Tri-Quy Nhon spur railway and Quy Nhon station will be maintained.

- In Khanh Hoa province: The existing Nha Trang passenger station will be maintained and a new cargo station will be built in Vinh Trung commune of Nha Trang city to replace the existing station (Nha Trang station).

dd/ Orientations for railway connection

- With major seaports: Investment will be called for building a number of special-use railway sections and stations for connecting seaports with large cargo throughput demands and in need of cargo collection and release by railway, such as Nghi Son, Vung Ang, Lien Chieu, Quy Nhon, Van Phong, Hiep Phuoc, etc.

- With dry ports and inland waterway ports: Stations will be located on existing and new railway sections that will also function as dry ports or special-use spur railways will be built to connect dry ports with large cargo throughput demands, such as Lao Cai, Huong Canh, Van Lam, Lang Son, Nghi Son, Hoa Vang, etc;  and continue to maintain stations with railway connections to Viet Tri port and Ninh Binh-Ninh Phuc port cluster.

- With special-use railway routes: To continue maintaining, renovating and expanding stations with special-use railway connections to meet demands on the Hanoi-Ho Chi Minh City, Hanoi-Dong Dang, Yen Vien-Lao Cai, Hanoi-Hai Phong, and Yen Vien-Pha Lai-Ha Long-Cai Lan railway routes.

- With airports: Two urban railway routes in Hanoi (route 2 and route 6) will be connected with the Noi Bai international airport; the North-South high-speed railway and Thu Thiem-Long Thanh railway route will be connected with the Long Thanh international airport; and two urban railway routes in Ho Chi Minh City (extended route 4b and route 2) will be connected with Tan Son Nhat international airport.

(Details are provided in Appendices 1 and 2 to this Decision).

III. INVESTMENT ORIENTATIONS

1. Railway scale and length in the Master Plan shall be calculated according to projected demands. In the course of implementation of the Master Plan, depending on transport demands, capability of investment resources and possibility of connection, investment policy-deciding authorities shall decide on investment phasing to ensure efficiency of projects. 

2. Localities or investors that wish to invest in projects planned for investment after 2030 shall report such to the Prime Minister for approval so that they can make investment as soon as possible.

3. In the course of formulation of regional or provincial master plans, agencies organizing the master plan formulation shall integrate their master plans with the Master Plan in order to ensure their consistency; at the same time, they shall plan railway routes (including their scales and directions, etc.) to connect major seaports, dry ports, inland waterway ports, economic zones and tourist zones, etc., with the national railway system in order to meet the transport demand and suit localities’ ability to mobilize investment resources; plan appropriate land areas around station zones for development of urban centers and functional zones (following the model of transit-oriented development - TOD), and generate resources for investment in development of national railway infrastructure. Localities shall assume the prime responsibility for and take the initiative in mobilizing resources for investment in railway routes to connect the aforesaid transport hubs with the national railway system.   

IV. ENVIRONMENTAL PROTECTION AND LAND USE DEMAND

1. Environmental protection

- To carry out environmental impact assessment for projects in the course of implementation of the Master Plan; to integrate and incorporate the contents of climate change, sea level rise and efficient use of natural resources in the implementation of projects; to supervise the implementation of regulations on environmental protection by projects on construction and operation of transport works, with priority given to the application of environment-friendly new technologies with a view to mitigating adverse impacts on the environment.

- To ensure that railway vehicles are up to technical and quality standards associated with environmental protection requirements.

- To reduce railway transport activities causing environmental pollution; to ensure that railway stations cause no harms to and facilitate the protection of landscape, historical relics and cultural heritages.

2. Land use demand

The total land demand for railways up to 2030 will be around 16,377 ha.

V. INVESTMENT CAPITAL DEMAND

The total capital demand up to 2030 will be around VND 240 trillion from the state budget, non-state budget sources and other lawful capital sources.

VI. NATIONAL IMPORTANT PROJECTS AND PROJECTS IN WHICH INVESTMENT IS PRIORITIZED IN THE 2021-2030 PERIOD

1. The North-South high-speed railway from Hanoi to Ho Chi Minh City (with priority given to the Hanoi-Vinh and Nha Trang-Ho Chi Minh City sections).

2. To renovate and upgrade the existing railway routes.

3. To commence the construction of new railway routes and sections with more connections (with priority given to building of routes connecting seaports in Hai Phong city, Cai Mep-Thi Vai railway and hub railways running through Hanoi ).

VII. MAJOR SOLUTIONS AND POLICIES

1. Regarding mechanisms and policies

- To review and revise legal documents, systems of standards and technical regulations, processes, and norms in order to create a legal framework favorable for investment, management, operation and maintenance of railway infrastructure facilities, giving priority to improving regulations and policies on investment in and operation of high-speed railways and urban railways.

- To formulate and promulgate mechanisms to encourage, support, create favorable conditions for, and protect lawful rights and interests of domestic and foreign organizations and individuals that invest and participate in railway transport business operations and provide transport logistics services; to formulate mechanisms for utilization of land areas (especially in railway stations) to mobilize investment capital sources for and develop national railway infrastructure. 

- To formulate and promulgate policies on development of railway industry and support industries to lay down foundations for railway development.

- To continue improving mechanisms and policies to attract investment capital from all economic sectors; to improve the mechanism for allocation or lease of the right to exploit and transfer for a definite term of the right to commercially operate railway infrastructure assets.

2. Regarding investment resources

- To renew the way of thinking and awareness about the role and position of the railway industry in order to focus state resources on development investment, upgrading and maintenance of railway infrastructure with a view to bringing into full play advantages of railway transport.

- To continue attracting and efficiently using ODA and concessional loans from international donors; to use investment capital sources in a selective and focused manner in railway works of spillover effects.

- To intensify the mobilization of all social resources for railway transport business operations and provision of transport logistics services; to mobilize all economic sectors, including foreign investors, to invest in transport vehicles and transport support works (station platforms, warehouses, cargo storing yards, loading/unloading vehicles, etc.); to create a fairly and equally competitive environment for all economic sectors to participate in railway business operations.

3. Regarding environmental protection, science and technology, and railway industry

- To step by step control, prevent and mitigate environmental pollution caused by railway transport activities, focusing on treatment of wastewater, domestic waste and industrial waste; to limit railway routes running through environmentally sensitive areas, and work out appropriate plans on ecosystem restoration in case it is necessary to build such railway routes.

- To intensify the application of technologies, efficient use of energy, use of clean fuels, electric power and renewable energy as well as other alternative energy sources in railway transport.

- To study policies to promote the application of scientific and technological advances, new and modern materials in research, training, construction investment, operation and maintenance of railway infrastructure facilities, and development of railway industry and services.

- To focus on applying information technology to formulate plans on exploitation, collection and processing of customer information; to develop an automated ticket issuing system, improve the quality control and standardization of industrial products under technical regulations of Vietnam and international railway organizations.

- To develop the railway industry in association with research and transfer of advanced technologies, particularly high-speed and urban railway technologies; to formulate policies and rules binding on parties from the stage of project preparation in order to help domestic enterprises participate in chains for supply of materials, spare parts and products in each stage; to encourage other domestic industries to participate in the railway industry production chain, particularly supporting mechanical engineering industry.

- To study mechanisms and policies to create favorable conditions for attracting investment and transferring technologies for development of the railway industry in order to be able to build railway cars of all kinds at home; to overhaul and assemble locomotives at home for the national railway system; to repair and overhaul urban railway trains. 

4. Regarding development of human resources

To intensify research activities and training of high-quality human resources for railway management, construction and operation by founding institutions for training, research and in-depth experimentation in the railway sector; to enter into training cooperation and attract experts specialized in high-speed and urban railways with a view to step by step mastering core technologies; to prioritize overseas training of railway human resources. 

5. Regarding international cooperation

- To expand international cooperation, especially with countries with developed railway systems, in order to absorb railway science, technology and development experience for meeting the domestic railway development demand, and eventually expanding the market to other countries in the region and the world.

- To intensify international cooperation for application of sciences and technologies, particularly application of achievements of the Fourth Industrial Revolution to the management of construction and operation of the railway transport system.

- To take the initiative in formulating roadmaps and plans on cooperation with countries with developed railway systems; to enter into cooperation on training of human resources to meet development demands of existing and to-be-built railway routes.

- To coordinate with Laos, Cambodia and China in stepping up the implementation of projects on railway infrastructure connection; to step up the implementation of concluded conventions and agreements; to continue revising the Vietnam-China border railway agreement; to maintain and develop international railway transport between Vietnam and China and railway transit through China to the countries joining in the Organization for Cooperation of Railways (OSJD) and European countries; to negotiate and reach agreement with China on Lao Cai (Vietnam)-Hekou (China) railway connecting point, and coordination in construction and enhanced connection for facilitation of cross-border railway transport between the two countries. 

6. Regarding organization and supervision of implementation of the Master Plan

- To publicly announce the Master Plan in order to obtain high unanimity among political organizations, enterprises, investors and the people for its implementation.

- To ensure synchronous and close coordination in the course of implementation of the Master Plan between central agencies and local agencies, and conformity of local master plans with orientations of the Master Plan, especially in the approval of land use plans and management of land areas for development of railway infrastructure; to ensure coordination among ministries and sectors in handling interdisciplinary issues, ensuring uniformity and synchronism of their master plans, particularly urban and industrial master plans, with a view to improving efficiency of the railway network.

- To promote the role of the people, enterprises, socio-political organizations and the community in supervising the implementation of the Master Plan.

- To enhance examination and supervision of the management and implementation of the Master Plan to ensure it is implemented under regulations; to strictly handle violations of the planning law.

7. Other solutions

- Consolidating models of management and operation of the railway infrastructure system; definitely separating the state management by state agencies from business operations of enterprises and commercial operation of railway infrastructure from state-invested railway transport business operations.

- Working out plans on organization of railway transport production and business operations conformable to organizational models to ensure efficiency; creating a fair and equal business environment for all economic sectors participating in transport business operations; formulating and announcing the bracket of prices for hiring transport administration on the national railway system.

- Formulating a system of freight, charge and fee rates to serve as a macro-management tool and set out orientations for rational development of railway transport.

- Further stepping up the public communication about assurance of railway transport order and safety, especially at road-railway crossings.

VIII. ORGANIZATION OF IMPLEMENTATION

1. The Ministry of Transport shall:

- Assume the prime responsibility for, and coordinate with other ministries, sectors and provincial-level People’s Committees in, managing and organizing the implementation of the Master Plan; regularly evaluate the implementation of the Master Plan, and review and modify the Master Plan under regulations; and announce the Master Plan under regulations.

- Provide the national database on master plans and update information on master plans to information systems and the national database on master plans under regulations.

- Organize the formulation of plans and devise necessary solutions to implement the Master Plan in a synchronous and effective manner.

- Formulate and submit to competent authorities for approval master plans with specialized railway technical characteristics through 2030.

- Coordinate with the Ministry of Finance and Ministry of Planning and Investment in allocating medium-term and annual state budget funds for implementation of railway development master plans.

2. Ministries and sectors shall, within the ambit of their tasks and powers, coordinate with the Ministry of Transport and provincial-level People’s Committees in allocating resources and proposing mechanisms and policies for effective achievement of objectives of the Master Plan, ensuring uniformity and synchrony with the implementation of the 2021-2030 Socio-Economic Development Strategy and socio-economic development plans of sectors and localities.

3. Related provincial-level People’s Committees shall:

- Perform, within the ambit of their tasks and powers, the state management of railway transport activities in their localities under relevant regulations; strictly manage land areas for implementation of the Master Plan; and enhance the protection of the railway transport safety corridor.

- Review and revise existing master plans and projects and formulate new ones to be implemented in their localities, ensuring their conformity with the Master Plan; update contents of the Master Plan in accordance with orientations for local transport development as set forth in the Master Plan.

- Take the initiative in mobilizing lawful capital sources for investment in railway routes connecting urban railways, special-use railways, major seaports, dry ports, inland waterway ports, economic zones and tourist zones with the national railway network, and provide support for building national railway routes running through their localities.

Article 2. This Decision takes effect on the date of its signing.

Article 3. Ministers, heads of ministerial-level agencies, heads of government-attached agencies, and chairpersons of provincial-level People’s Committees shall implement this Decision.-

For the Prime Minister
Deputy Prime Minister
LE VAN THANH

* The appendices to this Decision are not translated.